Russian Aviation Thread 2

Russia and China intend to establish a joint venture for development of long-haul passenger aircraft

Russia and China are going to establish a joint venture intended for development of long-haul passenger aircraft, Lenta.ru reports with reference to Vedomosti.

According to the Deputy Minister of Industry and Trade, Yuri Slusar, the new aircraft will be developed on the basis of Il-96 designed in late 1980s. Russia will contribute intellectual property to the joint venture between United Aircraft Corporation – UAC (Russia) and Comac (China), while China will contribute money. The jets will be manufactured in China.

The estimated cost of new aircraft’s development is unknown. The starting date for the liner’s production was not specified either: the parties will begin with estimating the demand for such jets at Russian and Chinese market.

It stands to mention that UAC was going to develop the new long-haul aircraft using its own resources. Mikhail Pogosyan, president of UAC, stated during MAKS-2011 that Russia will be developing such aircraft, but he did not specify any details. Most likely that UAC is going to start this project after setting up the production of Superjet and МС-21.

Russia was trying to establish the serial production of Il-96-300 aircraft during last decade but failed due to low demand. Ex-president of UAC, Alexey Fedorov, named Il-96 among the jets, whose production yields losses, in 2009.

At present the long-haul liners are mostly produced by Boeing and Airbus.

Did sabotage crash the Sukhoi Superjet?

Crappy article.
I suppose the Loss of an Ukrainian An-140 in Iran a few years back, or the crash of an An-148 in Russia last year were acts of sabotage as well?:rolleyes:

And regarding the Tu-144, a Soviet aviation authority inquest actually laid the blame on an unauthorised pre-flight adjustment to the flight control system as the most likely cause of the airshow crash.

Did sabotage crash the Sukhoi Superjet?

Concorde vs Konkordski

On June 3, 1973, more than 200,000 spectators at the Paris Air Show were witness to one of the most awesome spectacles in aviation history – a supersonic faceoff between the French-British Concorde and the Russian built Tupolev-144, dubbed the Konkordski by the Western media.

After the Concorde wowed the crowds, it was the Tu-144’s turn. In some respects it was a better aircraft than its rival, and its intriguing canards, a product of Russian ingenuity, made a striking impression on everyone.

It was a battle for a supersonic supremacy and the Europeans, who hoped to corner the market for faster than sound travel, were now worried the Russians would get there first.

Alexander Poukhov, one of the Tu-144 design engineers, explained the challenges faced, in a documentary produced by the Public Broadcasting Service of the US: “For the Soviet Union to allow the West to get ahead and leave it behind at that time was quite unthinkable. We not only had to prevent the West from getting ahead, but had to compete and leapfrog them, if necessary. This was the task Khruschev set us.”

The Tupolev Bureau was up to the task. The Russians had come up with a design feature called canards, two little insect wings behind the cockpit. Extended, the canards improved low-speed flying by adding 20 percent more lift, allowing the jet to make softer, slower landings. During supersonic flight, they were retracted. The Russians claimed their plane was faster, cleaner and quieter.

Predictably, there was panic in the West. “Are the Russians going to run away with the supersonic transport market?” was the question being asked in Washington.

As the TU-144 taxied for takeoff, the Russian pilot, Koslov, was told by the French air traffic controllers that his display time had been cut in half.

PBS comments: “The French intervened into a scientific, technical spectacle for political reasons. This was a major piece of French prestige and honour. I think they simply wanted to showcase their bird. They wanted to show it off to the world and to push the Russians in the background.”
Even in the limited time he was given the Russian pilot performed brilliantly. French and British pilots who were watching were impressed by the sheer rate of the plane’s climb as well as its 360-degree turns.

But then suddenly the TU-144 pitched violently, stalled at 4000 ft, and then began to dive. It then started to break up and caught fire before plunging into the crowd below. Six Russian crew members and eight French viewers died. One little boy playing in front of his home was decapitated by a piece of flying debris. Two other children were also killed. Sixty people were seriously injured and 15 houses totally destroyed.

Both Russian and French authorities blamed pilot error for the crash. But in reality something really devious was to blame for the crash.

Minutes before the Concorde and the TU-144 were scheduled to fly, a French Army Mirage jet took off. “It was a surprising departure, since at international air shows, competing pilots expect to have the skies to themselves,” says PBS. “Regulations state that a five-mile column of airspace must be kept free for their display. The Concorde was warned the Mirage would be flying, but Koslov’s crew was not informed.”

There is speculation that the French neglected to admit this breach of regulations because the Mirage was on a clandestine mission to photograph the TU-144 in flight. In particular, the French wanted detailed pictures and films of the canards.

To avoid colliding with the Mirage, Koslov was forced to pitch the plane violently downwards, thus setting in a chain of mechanical failures that culminated in a fiery crash.

The crash ended whatever hopes Tupolev had of selling the supersonic TU-144 in Western markets. The Concorde didn’t have much luck either and failed to land a single buyer except for Britain and France, who to save face forced British Airways and Air France to buy the expensive aircraft.

It was a classic case of industrial rivalry. British pilot John Farley told PBS: “Competition between the two airplanes was very well-founded. They were both hoping to go into service, both hoping to carry passengers in large numbers. The TU-144 was a larger airplane, carried more. And the world at that time didn’t know which was going to be the better one.”

Looks fine for now but they were talking of 100 plus orders at MAKS 2011.

Hopefully Iran buys it and lic produces it just that it did with An-148/158.

Now Syria purchase seems remote due to Assad own future looks bleak , thanks to US funded Sunni GCC

http://alexeyvvo.livejournal.com/7169.html

Firm order of 42 uptil now, with an option for another 35.

The aim to achieve EASA certification for Superjet , MS-21 and now Ka-62 is a good thing , hopefully all new products that come out in the future with a civil variant gets EASA certification done.

Unfortunately they are not aiming for EASA certification Tu-204SM not sure why ?

Any news on any firm order for Tu-204SM ?

New multi-role Ka-62 helicopter was presented in Moscow

The new helicopter combines traditional features of Russian helicopters – high reliability and excellent controllability. Special attention was paid to eco-efficiency and operating efficiency of Ka-62 during its development. I am confident that advanced capabilities of the vehicle will spark interest among our traditional customers and attract the new ones».

New medium multi-role Ka-62 helicopter is being developed using state-of-the-art technologies and advanced materials. Ka-62 has single-rotor design with multi-blade anti-torque rotor ducted into vertical tail fin. It is planned that the share of composites in the structure of blades and airframe will exceed 50%.

The presented helicopter may be equipped with two Ardiden 3G turboshaft engines with a capacity of 1680 horse power made by Turbomeca (France). Thanks to its modular design and two-channel Full Authority Digital Engine Control (FADEC) these engines are reliable, easy-to-operate and they have exceptionally low fuel consumption. The helicopter will also be equipped with “glass cockpit” developed by St. Petersburg-based Transas Company, Russian Helicopters explained.

Among other features of Ka-62 are five-bladed rotary wing, bypass duct of hydraulic system, heavy-duty wheel landing gear, strengthened design of the airframe and mounting attachments of the major components and shock-absorbing seats for the passengers and the crew.

Ka-62 is intended for cargo transportation, emergency medical aid, air works and surveillance; it may be used in oil-and-gas industry, for rescue operations and corporate needs.

The production of Ka-62 helicopters will be carried out by Progress Arsenyev Aviation Company. The first flight of Ka-62 is scheduled for August 2013. Acquisition of AR IAC type certificate and start of helicopter’s deliveries are scheduled for 2015. Russian Helicopters also intend to obtain EASA certificate for Ka-62 helicopter, the company noted.

http://lenta.ru/news/2012/05/18/ssj/

Great news- Interjet intends to increase its Superjet order.
Also said recent crash is not impacting their decision.

Well lets hope thats the case that PS-90A3 does not contain any P&W IP’s and they can sell it to Iran ,Syria or other nations that under US sanctions , plus they can use it on Military Aircraft without worring of Military use of US parts equipment.

Try to find out more on PS-90A3 and let us know if its completely Russian Engine with no US or other parties IP involved , Thanks

«Aviadvigatel» News
12.05.2012

Perm designers introduced a new common engine (PS-90A3u) to their customers

In April 2012, a conference named The Prospects of the PS-90A Family Development took place in Moscow. During the conference, a presentation was held to introduce the PS-90A3u engine designed to replace the PS-90A family installed on the certified Il-96, Tu-204/214, Il-76TD-90 aircrafts and their versions.

The conference was organizes by Aviadvigatel OJSC and Perm Engine Company OJSC involving United Engine Corporation Managing Co. Among the participants of the conference were almost all the Russian airlines having the PS-90A family powered aircrafts in service: Rossiya Airlines, Aeroflot-Russian Airlines, Red Wings, Volga-Dnepr Airlines, Transaero, Aviastar-TU and Polet Airlines. The number of participants who met with Perm building companies also comprised Russian Ministry of Industry & Trade representatives, top managers and senior specialists of Iliushin and Tupolev Co., United Aircraft Corporation, Iliushin Finance Co., Commercial Aviation Institute (National Unitary Enterprise), Central Institute of Aviation Motors n.a. P.I. Baranov (National Unitary Enterprise), Aircraft Building Alliance International Association.

Taking a chair of the conference, Alexander Inozemtsev, the General Director of Aviadvigatel OJSC highlighted that a decision to design the PS-90A family new modification was driven by the necessity to offer engines, based on up-to-date design solutions and engineering technologies, to the potential Perm builders’ partners.

Alexander Semyonov, a Deputy General Designer – Aircraft Engine Chief Designer of the Perm Design Bureau, told in detail about the PS-90A3u Project and prospects of the new modification. The PS-90A2 engine, certified in 2009, was designed aiming at performance improvement in relation to that reached for the baseline PS-90A. While developing the new engine, the designers were focused on the interchangeability between the PS-90A and PS-90A2. Even though they did reached complete interchangeability in geometry and weight, as well as in the attachment assemblies, interface variance had to be implemented for the Tu-204SM aircraft.

In 2011, Aviadvigatel made a decision to retrieve the idea of retrofitting the existing PS-90A fleet using the engine that would have all the technology advantages over the PS-90A2 given that no airframe development is required. Such an engine was defined as PS-90A3u. The main design feature of this engine different with PS-90A2 is the fan case adopted from the baseline PS-90A engine to reduce engine weight and cost. The PS-90A2 engine certified in compliance with AP-33 meets containment requirements for the “root blade-out” condition. However, the reinforced case is rather heavy, so that it does not allow the engine to comply with the TRD as fully as required. The PS-90A3u, in turn, will be certified in accordance with Russian Airworthiness Directive (NLGS-3). Besides, the new engine modification has the EEC and onboard monitoring adapted to the interface of the aircrafts being powered by the Perm engines.

The Chief Designer of the Perm Design Bureau expressed an assurance that the PS-90A3u will have a longer on-wing life compared to the baseline PS-90A and lower repair expenses. At this, airlines can not only place orders for the new engines but also reconstruct the existing PS-90A and PS-90A3u during overhaul. To implement such reconstruction the following is needed: to replace the HPT, install a new rear compartment retaining a number of in-service parts, partially replace the LPT and combustor parts and units, develop the HPC, install a new ACS and improve a number of the external systems so that the PS-90A3u can be used for any of the existing aircrafts.

Speaking of the PS-90A3u benefits, the Chief Designer called the attention of the colleagues to the increased engine mean time between overhauls. “It will provide airlines with more effective use of the aircrafts by cutting-down the on-ground time while replacement, decrease a Shop Visit Rate (SVR) and the total Shop Visit time will fall from 50 to 22 months per engine life cycle. Engine reliability will significantly grow allowing the customers to minimize flight delays and pre-flight service time. Decrease of maintenance labour to 0.2 man-hour per 1 flight hour by increasing the maintenance rate and decreasing of Engineering Service Load (ESL), will cut down engine maintenance expenses of airlines to 30%. High stability of the engine modules efficiency, primarily HPT, will decrease the fuel consumption to 4% per 10,000 run hours, and the gas temperature margin at the turbine inlet along with the new HPT design and cooling system will allow to retain the engine thrust constant in operation”, stressed A. Semyenov.

Currently, Aviadvigatel jointly with Perm Engine Company are engaged in mastering batch production of the PS-90A3u. “We have issued a big portion of the PS-90A3u documents and now are at the Design Documentation production phase. We will try to install the PS-90A3u for one Tu-204 and one Il-76TD-90 aircraft (single engine for each) for “advance” run time purposes”, said A.Semyenov.

The above article does not mention specifically about non-American parts…but we can expect it. Without these Tu-204SM is not going to Iran or will find any new markets.

http://www.avid.ru/eng/pr/news/1111/
http://www.avid.ru/upload/pages/1306/img_1337060933.jpg
http://www.avid.ru/upload/pages/1306/img_1298047970.jpg

^^^
I think it has to be. The below link mentions so.
http://prm.ru/business/2011-01-28/102123

You might have aready seen it and it says the PS-90A2 was banned from sale to Iran, Syria and Cuba. So it was necessary to replace American components in the PS-90A2. So we do have to assume that PS-90A3 is the engine without American components along with it being given necessary improvements.

Are we 100 % certain that PS-90A3 has no P&W IP in it unlike PS-90A2 ?

I was told on another board that PS-90A3 does have IP from P&W and it shares many technologies common with PS-90A2 , can any one confirm the same ?

Not sure if this earlier press release from last year has been posted. PS-90A3 from United Engine Corporation

THE PS-90A3 ENGINE IS READY FOR TAKE-OFF!
31.01.2011

In January 2011, the PS-90A3 aviation engine was certified.

The PS-90A3 is a modification of the PS-90A2 engine, certified in 2009. The new development from the Perm design department retains all the advantages of the PS-90A2 as a basic engine – a high reserve of jet pipe temperature, higher resources on the basic details, and better automatic control systems.

The PS-90A3 is certified in accordance with Chapter 6 of the Airworthiness Codes (Revision 3) since it provides localization of the ventilator’s rotor blade stripping. In Perm, they are currently working on how to reduce the bulk of the PS-90A2 fan casing.

^^^
Its good news as they will not have to depend on the PS-90A2 which had PW inputs and hence possibility of sanctions to customers like Iran. Now they have to promote it and give the initial support a product will need to make a hold in the market. The Govt can initiate some sort of an incentive drive like tax-rebate for Russian airlines who are going to upgrade with the new engines.

But more than the engine or a product as such, what Russian civil aviation needs to do is to create the necessary support network. No matter how good a product is, without the support hubs customers would be reluctant to order the aircraft or engines.

Since Malaysia have already committed for 50 or so MS-21, UAC needs to develop Malaysia as a fully functional hub for its commercial aircrafts. I think it will greatly help in the future.

In terms of engine, I’m greatly looking forward to the success of PD-30. It is a significant product as it will enhance the capability of the An-124, future modification of Il-96 and likely the power plant of the new wide-bodied aircraft that is in the pipeline. Russia lacked an engine in that class where as the western companies moved ahead in that class in the 90s. After the D-18T, the development of higher thrust engine did not progress, so PD-30 is of significant value.

Edited
I’d earlier posted wrong data for D-27. Here is the official figures.
http://www.ivchenko-progress.com/welcome.do?id=46&lang=en
http://www.ivchenko-progress.com/welcome.do?id=168

It appears PS-90A3 is targetted at replacing the PS-90A , its just a remove and fix engine for older PS-90A with improvements in fuel effeciency and maintenance.

Probably they can target all the Tu-204 and IL-76 flying with PS-90A engine when the engine life ends and needs replacement.

4 % fuel consumption reduction over PS-90A is good enough reason to get it not to mention lower maintenance needed.

link

Speaking about the advantages of PS-90A3u, chief designer drew the attention of colleagues to increase the average time between sending the engine to be repaired.
“This will provide airlines a more intensive operation of aircraft by reducing the downtime associated with replacement of engines, will reduce the number of repairs performed by the manufacturer, – said A. Semenov. – The time spent in repairing the engine will drop from 50 to 22 months for the life cycle. significantly increase the reliability of the engine, allowing customers to minimize the delay time of pre-flights and services. Reducing complexity of maintenance people • 0.2 h for 1 hour flight by increasing the frequency and volume reduction will reduce the cost of MOT airlines to service the engine by 30%. High stability of the efficiency of the units in the first place, high-pressure turbine, reduce fuel consumption by 4% over 10 thousand hours, and a large supply of gas turbine inlet temperatures, a new cooling system design and high-pressure turbine will maintain a constant engine thrust during operation ” .

Trident’s post from previous thread

More info from Divgateli-2012 on the PD-30 aka NK-65, including a much better image:

http://missiles2go.wordpress.com/201…#1075;о/

http://www.aviaport.ru/news/2012/05/05/234014.html

In general I agree that the D-18T Series 5 is probably the better option, being less risky, that said, the NK-65/PD-30 is a viable concept. BTW, that ainonline.com article is probably mixing up the NK-93 and D-27 when talking about the gearbox – the latter does not develop anything like 33000 hp, but that figure is about right for the former.

Austin’s post from previous thread

New Russian Geared Turbofan Could Re-engine the Ruslan
AIN Defense Perspective » May 4, 2012

The Kuznetsov design bureau, part of the United Engine Corporation (ODK), unveiled a new geared turbofan design at the Engines 2000 exhibition in Moscow last month. The PD30 is proposed for an upgrade to the Antonov An-124 Ruslan heavy airlifter, which is currently powered by the Ukrainian Ivchenko Progress D18T. The PD30 could also power Russia’s proposed widebody airliner, known as Airplane 2020.

The PD30 is portrayed as a low-risk project through extensive use of off-the-shelf components and technologies proven on other projects. However, it features many innovations: a high-power (50,000 hp, 99 percent efficiency) reduction gearbox between fan and turbine, wide-chord hollow (honeycomb) fan blades, very-low-emission combustor, mono-crystal blades, blisks in the HP compressor and booster, chevron nozzle, all-composite nacelle, intake and thrust reverser, and Fadec.

When fitted to the An-124-300, the PD30 would develop 29.5 metric tons (65,000 pounds) of thrust for takeoff and 5.7 to 6.2 metric tons (12,560- to 13,670 pounds) when cruising at 11,000 meters (36,000 feet). Low specific fuel consumption (SFC) of 0.535-0.548 lb/lb/hr is achieved through a high bypass ratio (between 7.65 and 8.7), while gas temperatures are kept at 1,433K at maximum continuous power.

By comparison, the D18T series 5 delivers 27.85 metric tons (61,400 pounds) thrust at takeoff and 6.28 metric tons (13,840 pounds) in cruise, with an SFC of 0.541 lb/lb/hr. At 5,140 kg (11,330 pounds), the PD30 weighs 560 kg (1,235 pounds) less than the D18T. Kuznetsov says that the PD30 has a similar performance to the Rolls-Royce Trent series, while running at lower temperatures for higher margins and lower emission levels.

The centerpiece of the PD30 project is the use of a “modified baseline gas generator” from the improved NK32 turbofan that powers the Tupolev Tu-160 strategic bomber. Production of the NK32 was restarted recently, with some 40 engines already manufactured. The fleet leader has logged more than 3,500 flight hours. The modified gas generator is undergoing bench testing, and has so far amassed 1,000 hours. Kuznetsov says its industrial turbine NK36ST that is derived from NK32 has logged 25,000 hours without removal, while running continuously at 1,520K.

Kuznetsov promises low noise through the use of a new low-speed fan with rotational speeds below 340-350 m/sec (1,115-1,148 ft/sec) to comply with upcoming ICAO standards. Levels of NOx, CO and hydrocarbon are two, 10 and 15 times less than ICAO 2004 requirements, respectively, through use of a multi-fuel-injector combustor with a life of 30,000 flight hours before removal. This unit has been tested on industrial engines during an 8,000-hour run.

The reduction gearbox is the most complex part of the project. It uses sliding bearings tried on Kuznetsov’s experimental NK93 propfan. Key technologies come from the 33,000-hp unit developed for the An-70’s D27 powerplant. The hollow blades are considered lower risk since Kuznetsov has already tested elements of their design on the NK56 and NK44 in the late 1980s. The blades will be manufactured at ODK’s new factory in Ufa, which specializes in diffusion soldering.

Kuznetsov has issued manufacturing documentation for the PD30 and expects the engine to be mature enough for series production in four to five years. Should the engine be selected for the Airplane 2020 program, its fuel burn could be lowered through higher bypass ratio and higher gas temperatures.